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WO2004062082A1 - Procede de regulation d'un entrainement electrique - Google Patents

Procede de regulation d'un entrainement electrique Download PDF

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Publication number
WO2004062082A1
WO2004062082A1 PCT/DE2003/003886 DE0303886W WO2004062082A1 WO 2004062082 A1 WO2004062082 A1 WO 2004062082A1 DE 0303886 W DE0303886 W DE 0303886W WO 2004062082 A1 WO2004062082 A1 WO 2004062082A1
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WO
WIPO (PCT)
Prior art keywords
temperature
control method
motor
current
thermal
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/DE2003/003886
Other languages
German (de)
English (en)
Inventor
Ansgar Ackva
Thomas Reckhorn
Helmut Schneider
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Siemens AG
Siemens Corp
Original Assignee
Siemens AG
Siemens Corp
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Siemens AG, Siemens Corp filed Critical Siemens AG
Publication of WO2004062082A1 publication Critical patent/WO2004062082A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/06—Limiting the traction current under mechanical overload conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/0023—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train
    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L3/00—Electric devices on electrically-propelled vehicles for safety purposes; Monitoring operating variables, e.g. speed, deceleration or energy consumption
    • B60L3/12—Recording operating variables ; Monitoring of operating variables
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02H—EMERGENCY PROTECTIVE CIRCUIT ARRANGEMENTS
    • H02H6/00—Emergency protective circuit arrangements responsive to undesired changes from normal non-electric working conditions using simulators of the apparatus being protected, e.g. using thermal images
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2240/00—Control parameters of input or output; Target parameters
    • B60L2240/10—Vehicle control parameters
    • B60L2240/36—Temperature of vehicle components or parts

Definitions

  • the invention relates to a control method for an electric drive with a motor powered by a power converter.
  • a drive is used in a large number of electrical machines, in particular in an electrically operated motor vehicle.
  • the control procedure is primarily used to protect the motor and the upstream converter against overheating.
  • an electric vehicle drive is exposed to highly fluctuating load conditions. These include load peaks at a high engine speed, as well as load situations that are associated with a low engine speed or even an engine standstill in sometimes rapid alternation. The latter include, for example, start-up processes under high load, e.g. on the mountain, or in high frequency, e.g. in rush hour.
  • the components of the drive are usually designed to be oversized. This means that the components of the drive are not or only rarely operated at full load in all of the intended operating states, and overheating is avoided. This overdimensioning manifests itself disadvantageously in that the drive is comparatively large and heavy with relatively low power. Due to the powerful components, an oversized motor is also comparatively expensive. In particular, in the case of a drive for an electrically operated passenger vehicle, on the other hand, a low weight and a small size of the drive are of crucial importance. Furthermore, there is a comparatively high need for cost savings in this area.
  • a control method can be used that monitors certain operating parameters of the drive and reduces the engine power in the event of an impending overload situation. Temperatures which are measured by means of a temperature sensor in the current converter and / or in the motor are often used as the operating parameters to be monitored and thus as a guideline for the control. However, it is extremely difficult from a technical point of view to regulate the engine output based on the measured temperatures as required. The reason for this is, on the one hand, that the drive is thermally loaded in different ways in different load situations. In other words: depending on the special load situation, potentially life-threatening temperatures preferably occur at different points on the drive. To record these load situations overall using measurement technology requires complex and cost-intensive measurement technology.
  • the temperature measurement cannot be carried out, or only in a structurally complex manner, at those locations of the drive where power loss occurs.
  • this power loss arises above all in the barrier layer of the power component (s), which are usually embodied in semiconductor technology, in particular diodes and transistors. Since the power loss occurs mainly in the junction of the or each power component, the highest temperature occurs here within the converter. In contrast, the heat generated by the power loss only reaches the temperature sensor in a weakened and delayed manner. With rapidly changing load conditions, a critical thermal load can occur before it is detected by the sensor. A certain oversizing of an electric drive is therefore necessary even when using a conventional control method.
  • a method is known from WO 94/21020 A1 in which the current junction temperature of a semiconductor component is calculated from a measured temperature.
  • the thermal conductivity of the material path between the temperature sensor and the barrier layer is simulated here by a so-called n-degree thermal model.
  • the thermal model is adapted to the real thermal conductivity of the converter by suitable selection of the thermal resistances and heat storage capacities. In this way, the current junction temperature can be precisely calculated using the thermal model based on the currently measured sensor temperature and the known power consumption of the monitored power component.
  • a deficiency of the known thermal model is that it assumes that the thermal conductivity is constant over time.
  • the thermal conductivity depends on various environmental variables, such as the ambient temperature.
  • the known thermal model is only of limited use for the precise calculation of the junction temperature.
  • the invention has for its object to provide a control method for an electric drive with a motor powered by a power converter, which allows a particularly good utilization while safely avoiding an overload condition.
  • a characteristic temperature which is characteristic of the current converter is then determined and used for setting the motor current and the switching frequency of the current converter.
  • the target temperature or size is understood to be a temperature that is taken into account when setting a parameter influencing the power loss arising in the drive in the sense of a regulation or control.
  • the first approach is based on the basic idea that particularly good utilization of the drive can be achieved by regulating the motor current if the regulating temperature used in the regulation particularly affects the actual temperature in areas of the drive that are at risk of overloading, in particular the power components of the converter reproduces precisely.
  • This approach starts from the input side of the control.
  • the junction temperature of at least one power component is particularly suitable as a target temperature.
  • the required precise calculation of the junction temperature is achieved simulatively by means of a thermal model, the reliability of which is considerably increased by the adaptation of at least one thermal resistance and / or a time constant to the ambient conditions.
  • the second solution starts within the regulation.
  • the control can react in a specific and different way to different load situations.
  • an operating state can be set in which the most stressed component of the drive is protected while at the same time maintaining the greatest possible drive power.
  • An environment variable to be used particularly appropriately for the adaptation of the at least one thermal resistance and / or the at least one time constant is the coolant inlet temperature of a coolant circuit assigned to the current converter The more liquid the coolant, the greater the coolant. However, the viscosity of a conventional coolant in turn increases significantly as the temperature drops.
  • the switching frequency of the current converter is preferably determined on the basis of a predetermined characteristic curve as a function of the target temperature and the electrical motor frequency - i.e. the rotational frequency of the rotating field in the motor - controlled, while the motor current is regulated on the basis of a setpoint / actual value comparison of the target temperature.
  • This combined control and regulation technology is particularly simple and thus allows a quick and targeted reaction to an overload situation that occurs.
  • the characteristic curve for controlling the switching frequency is expediently designed in such a way that the switching frequency is reduced when the target temperature exceeds a first limit temperature which is dependent on the electrical motor frequency.
  • a first limit temperature which is dependent on the electrical motor frequency.
  • the motor current is expediently reduced when the target temperature exceeds a second limit temperature.
  • the second limit temperature advantageously decreases towards high electrical motor frequencies.
  • the functional dependency of the second limit temperature takes into account the fact that the drive is operated in normal operation with a high electrical motor frequency during start-up processes only make up a negligible part of the life of the drive.
  • the control thus tolerates a harmless, brief heating to a comparatively high temperature when starting, so that a particularly high drive power can be generated without the control responding.
  • a damaging thermal load of the drive in normal operation due to the reduced second limit temperature is avoided.
  • the first and the second limit temperatures are in particular matched to one another in such a way that, at a low electrical motor frequency, the switching frequency reduction responds before the motor current is stopped, so that a particularly high starting current can be given to the motor for as long as possible.
  • the electrical motor frequency is high, the limitation of the motor current responds before the switching frequency is reduced. The latter would increase the power loss in the motor, which is anyway exposed to a high thermal load when the electrical motor frequency is high.
  • the motor temperature is used as an additional target temperature for regulating the motor current in order to be able to counteract thermal overloading of the motor safely.
  • the motor current is expediently reduced when the motor temperature exceeds a third predetermined limit temperature.
  • the switching frequency is set in such a way that the drive power loss is minimized for a given motor current.
  • FIG. 1 shows a schematic representation of an electric drive with a current converter and an electric motor and a control unit for regulating the motor output
  • FIG. 2 shows a characteristic diagram in three-dimensional representation for setting the switching frequency of the current converter as a function of the electrical motor frequency and the junction temperature of a power component
  • 3 shows the characteristic diagram according to FIG. 2 in a projection onto the base area spanned by the axes of the electrical motor frequency and the barrier layer
  • FIG. 4 shows a diagram of a limit temperature used as a maximum permissible junction temperature as a function of the electrical motor frequency
  • FIG. 1 shows a schematic representation of an electric drive with a current converter and an electric motor and a control unit for regulating the motor output
  • FIG. 2 shows a characteristic diagram in three-dimensional representation for setting the switching frequency of the current converter as a function of the electrical motor frequency and the junction temperature of a power component
  • 3 shows the characteristic diagram according to FIG. 2 in a projection onto the base area spanned by the axes of the electrical motor
  • FIG. 5 in a diagram of the motor current or the switching frequency as a function of the junction temperature, exemplary control processes with a small electrical motor frequency and with a large electrical motor frequency
  • FIG A signal flow diagram shows a control mechanism for regulating the motor current
  • FIG. 7 shows a method for simulative calculation of the junction temperature in a signal flow diagram
  • FIG. 8 shows, for example, the dependence of a thermal resistance included in the temperature calculation according to FIG. 7 on the coolant inlet temperature of a coolant circuit assigned to the current converter.
  • FIG. 1 shows a diagram of an electric drive 1 in rough simplification.
  • the drive 1 comprises an electric motor 2, which is supplied with a motor current I by a current converter 3.
  • the drive 1 is preferably for a
  • the current converter 3 is in turn supplied with an input current I E by a battery (not shown).
  • the input current I E is converted in a known manner into alternating currents of variable frequency and strength. These are fed to the motor 2 as the motor current I for generating a magnetic rotating field driving the motor 2.
  • the current is converted within the current converter 3 by electronic current valves, usually formed by semiconductor components, which are indicated schematically in FIG. 1 by power components 4 and 5.
  • the power components 4 and 5 include, in particular, transistors and diodes. In the diagram according to FIG. 1, the power component 4 stands for one or more transistors. In contrast, the power component 5 symbolizes one or more diodes.
  • the power components 4 and 5 are switched on and off periodically and at intervals with a predetermined switching frequency f s . The power components 4 and 5 are thus periodically flowed through by current. In this case, a power loss P ⁇ or P D occurs at the semiconductor barrier layer (not shown in more detail) of each power component 4 and 5.
  • the indices "D" and “T” stand for “diodes” and “transistors”.
  • This power loss P D , P ⁇ occurs in the form of heat and leads to heating of the power components 4 and 5.
  • Characteristic of the thermal load on the power components 4 and 5 is their respective junction temperature ⁇ jD and ⁇ J ⁇ .
  • the heat sink 6 is in turn in heat-conducting contact with an only indicated coolant circuit 7, in which a liquid coolant W circulates.
  • the coolant W is, for example, water provided with additives for lowering the freezing point.
  • the coolant inlet temperature is characteristic of the cooling effect of the coolant circuit 7
  • junction temperatures ⁇ JD and ⁇ JT In order to prevent overheating of the power components 4 and 5 which is detrimental to the service life, precise knowledge of the junction temperatures ⁇ JD and ⁇ JT is desirable. However, it is technically impossible or very difficult to measure these junction temperatures ⁇ JD , ⁇ JT directly. Instead, a sensor temperature ⁇ s is measured by means of a temperature sensor 8 arranged in the heat sink 6, which sensor temperature is fed as a measured value to a control unit 9.
  • the time course of the sensor temperature ⁇ s reflects the time course of the junction temperatures ⁇ D and ⁇ JT accordingly only with a time delay and weakened.
  • the current junction temperatures ⁇ JD , ⁇ JT in control unit 9 are examined in more detail based on sensor temperature ⁇ s and with the help of one below described thermal model system 10 calculated simulatively.
  • the measured motor temperature ⁇ M and the rotational frequency of the rotating field in the motor 2, designated as the electrical motor frequency ⁇ e ⁇ , are available to the control unit 9 as further input parameters.
  • the control unit 9 detects a critical thermal load on the current converter 3 or the motor 2 and inputs Corresponding control signal Sf S for setting the switching frequency f s and a control signal Si for setting the motor current I to the " current converter 3.
  • the control method carried out by the control unit 9 for setting the switching frequency f s and the motor current I in accordance with requirements is described in more detail in FIGS. 2 to 6.
  • the control unit 9 determines the switching frequency f s to be set on the basis of a stored three-dimensional characteristic curve 11.
  • This characteristic curve 11 is shown in FIG. 2 in a three-dimensional diagram. 3 shows the characteristic curve 11, as it were, from below, ie in a projection onto the base area 14 spanned by the axes 12 and 13 of the electric motor frequency ⁇ e ⁇ and ⁇ j.
  • the maximum frequency f max here tends to be assumed at a low junction temperature ⁇ j and a large electrical motor frequency ⁇ e ⁇ .
  • the minimum frequency f min tends to be set at a high junction temperature ⁇ j and a low electrical motor frequency ⁇ e ⁇ .
  • the switching frequency f s is reduced from the maximum frequency f max to the minimum frequency f min .
  • the characteristic curve 11 is composed of flat surface pieces. Equivalently, however, it can also be designed as a smooth function with a continuous curvature behavior.
  • the switching frequency f s is set for a given motor current I in such a way that the power loss of the drive 1 is minimized.
  • the control unit 9 controls the motor current I.
  • the calculated junction temperature ⁇ j is again used as a guide variable for this control. This is compared as an actual value with a second limit temperature ⁇ 2 used as a setpoint, the functional dependence of which is shown on the electric motor frequency ⁇ e ⁇ n FIG 4.
  • the limit temperature ⁇ 2 is constant at a high value for small electrical motor frequencies ⁇ e ⁇ ⁇ 3 Hz and decreases to a comparatively low value for an intermediate electrical motor frequency cdei, in particular 3 Hz ⁇ e ⁇ ⁇ 10 Hz. For a large electrical motor frequency ⁇ e ⁇ ⁇ 10 Hz, the limit temperature ⁇ 2 remains constant at the comparatively low value.
  • the control mechanism described in more detail below is based on the fact that a demand-related increase in the motor current I up to a maximum motor current I is permitted as long as the junction temperature ⁇ j does not exceed the limit temperature ⁇ 2 . If, however, the junction temperature ⁇ j exceeds the limit temperature ⁇ 2 , the motor current I is reduced in such a way that the junction temperature ⁇ j goes back to the limit temperature ⁇ 2 . If the junction temperature ⁇ j again drops below the limit temperature ⁇ 2 , the control unit 9 in turn allows the motor current I to rise in a controlled manner. A comparison of FIGS.
  • the limit temperature ⁇ 2 relevant for current regulation exceeds that relevant for switching frequency regulation ⁇ i at a low electrical motor frequency ⁇ e ⁇ ⁇ 10 Hz.
  • the limit temperature ⁇ 2 which represents the maximum permissible junction temperature ⁇ j, is set particularly high in this case. This takes into account the fact that the current converter 3 copes with a brief, rare overheating without any noticeable loss in service life. On the other hand, the tolerance of the control with regard to such a brief overheating of the converter ensures that the drive 1 achieves a particularly high power output when starting up. In contrast, at a high electric motor frequency, the limit temperature ⁇ 2 is lowered to 130 ° C. in order to prevent the converter 3 from overheating in normal operation.
  • the control circuit for reducing the motor current I is shown again in detail in FIG. 6 in a signal flow diagram.
  • the current electric motor frequency ⁇ e ⁇ is fed to a first module 16.
  • the module 16 uses this to determine the relevant limit temperature ⁇ 2 , which is supplied to a comparison module 17 as a setpoint and is compared there with the calculated junction temperature ⁇ j.
  • the comparison module 17 outputs a differential temperature ⁇ j to a current controller 18. If the junction temperature ⁇ j exceeds the limit temperature ⁇ 2 , the current controller 18 generates a current reduction ⁇ l as an output value.
  • the motor temperature ⁇ M is compared with a third, characteristic-dependent limit temperature ⁇ 3 , a second current reduction ⁇ l M being generated if the limit temperature ⁇ 3 is exceeded by the motor temperature ⁇ M.
  • the motor current I is also fed as an input value to a temperature module 19, in which the junction temperature ⁇ j is calculated.
  • the temperature module 19 shown in simplified form in FIG. 6 executes the model system 10 comprising two thermal models 20 and 21.
  • the model 20 is adapted to the calculation of the junction temperature ⁇ T of the power component 4, while the model 21 is intended to calculate the junction temperature ⁇ JD of the power component 5.
  • Both thermal models 20 and 21 take into account the sensor temperature ⁇ s as an additional input variable.
  • junction temperatures ⁇ JT or ⁇ jo are advantageous in that, depending on the current operating state, the power component 4 - that is to say the transistors - or the power component 5 - that is to say the diodes - is subjected to greater thermal stress.
  • the higher value of the two junction temperatures ⁇ max ⁇ j T , ⁇ D ⁇ is always used as a guideline. This greatest junction temperature ⁇ j is fed back to the comparison module 17.
  • n The number n of RC elements connected in series is selected as required.
  • n 2
  • the parameters of each thermal model are 20 and 21, that is, the thermal resistances Rthi to Rth. and the associated time constants Ti to T 4 are set such that the thermal model 20, 21 reproduces the thermal conductivity of the material path between the temperature sensor 8 and the semiconductor barrier layer of the power component 4 or 5 described in each case as precisely as possible.
  • the temperature difference ⁇ x that occurs at any RC element within a sampling time T can be calculated in a linear and discrete-time approximation by gig. 1:
  • T is a predetermined sampling time and k is an integer counting index, which identifies the kth sampling period.
  • the variable X 1, 2, ... is used as a counter that identifies the variables belonging to a common RC element.
  • the junction temperature ⁇ JT of the power component 4 is accordingly calculated according to gig. 2:
  • junction temperature ⁇ j D of the power component 5 is calculated analogously according to the gig. 3:
  • Equations 2 and 3 are included in the representation of the temperature module 19 according to FIG. 7, which is represented in the manner of a so-called z-transformed signal flow diagram.
  • the structure of the diagram according to FIG. 7 is based on the z-transformation, ie a Laplace transformation of the discrete-time equations 2 and 3.
  • the mathematical foundations of the z-transformation are described, for example, in AV Oppenheimer and AS Wilsky, Signals and Systems, VCH Verlaggesellschaft shaft, Weinheim, chap. 10-11.
  • the diagram according to FIG. 7 is to be understood in such a way that in the z-transformed image the multiplication of a signal by the z _1 operator causes the signal to be delayed by a sampling time T.
  • each block labeled z "1 thus delays the corresponding signal by one
  • the two RC elements 22, 23 of the thermal model 20 connected in series appear as parallel branches of a sum.
  • the thermal model 21 is formed from the RC elements 24 and 25.
  • the temperature module 19 works in detail as follows.
  • a power module 26 is ⁇ taking into account the e- lektrischen motor frequency ⁇ e, the motor current I, which correspond to the input current I E input voltage U E, the switching frequency f s, cos of the power angle, the phase angle that is between the StanderSpannung and the stator current of the Motor 2, as well as the control degree m, that is, the turn-on time of a power component 4, 5 during a switching period, calculates in a manner known per se the power dissipation P ⁇ or P D occurring in the power components 4 and 5 per sampling time T. Such a calculation method is described for example in WO 94/21020.
  • the calculated power loss P ⁇ is delayed by a clock time in a delay module 27.
  • the current temperature difference ⁇ i corresponding to the RC element 22 is delayed in a second delay module 28.
  • the delayed power loss P ⁇ in the RC element 22 multiplied by T / Ti and the thermal resistance Rthi and added to the delayed temperature difference ⁇ x multiplied by (T-Ti) / Ti.
  • the result is again delayed in the delay element 28.
  • Another sampling period later, the temperature difference ⁇ x released by the delay element 28 is added to the temperature difference ⁇ 2 of the RC element 23 obtained in the same way.
  • the result is finally added to the sensor temperature ⁇ s , as a result of which the calculation rule is carried out in accordance with equation 2 and the junction temperature ⁇ JT is output as the result.
  • the junction temperature ⁇ JD of the power component 5 is calculated in an analogous manner using the thermal model 21.
  • the two junction temperatures ⁇ JT and ⁇ JD are compared in a selection module 29, the larger of the two junction temperatures ⁇ j T and ⁇ j D being continued as the junction temperature ⁇ .
  • the thermal resistances Rthi of the Rth. of the thermal models 20 and 21 continuously adapted to the environmental conditions of the converter 3.
  • This adaptation takes place as a function of the coolant inlet temperature Q Wf, which has a decisive influence on the thermal conductivity of the converter 3.
  • the coolant inlet temperature ⁇ w is calculated using a further third-degree thermal model 30 with the thermal resistances R t h5 to Rth and the associated time constants T 5 to T 7 .
  • the model 30 includes the sum of the power losses P D + P ⁇ in the power components 4 and 5 as an input variable.
  • the water inlet temperature ⁇ w is fed as an input variable to an adaptation module 31.
  • the adaptation module 31 adjusts the thermal resistances Rt h i to Rth7 through the gig. 4 and 5
  • any function of the thermal resistances Rthi to Rth7 can also be selected depending on the coolant inlet temperature ⁇ w .

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  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Sustainable Energy (AREA)
  • Power Engineering (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Inverter Devices (AREA)

Abstract

L'invention concerne un procédé de régulation d'un entraînement électrique (1) comportant un moteur (2) alimenté en courant par un convertisseur de courant (3). L'invention vise à obtenir une utilisation optimale tout en évitant une surcharge thermique. A cet effet, la régulation du courant moteur (I) fait intervenir la température de couche d'arrêt (<J) d'au moins un composant de puissance (4, 5) du convertisseur de courant (3) en tant que température de redressage. Ladite température de couche d'arrêt (?J) est déterminée au moyen d'un modèle thermique (20, 21) de degré n à partir de n (n = 1, 2, 3, ...) éléments RC thermiques (22, 23, 24, 25) présentant respectivement une résistance thermique (Rth1 à Rth4) et une constante temporelle (T1 à T4), au moins une résistance thermique (Rth1 à Rth4) et/ou une constante temporelle (T1 à T4) étant adaptée en continu en fonction d'au moins une variable d'environnement (?W ) du convertisseur de courant (3), sur la base d'une caractéristique de résistance prédéfinie. Selon l'invention, le réglage de la fréquence de commutation (fS) du convertisseur de courant (3) et du courant moteur (I) est effectué avec prise en compte d'une température de redressage (?J).
PCT/DE2003/003886 2002-12-20 2003-11-24 Procede de regulation d'un entrainement electrique Ceased WO2004062082A1 (fr)

Applications Claiming Priority (2)

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DE10260292.1 2002-12-20
DE10260292 2002-12-20

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Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102006018771A1 (de) * 2006-04-20 2007-10-25 Siemens Ag Verfahren zum Überlastschutz elektrischer Bauelemente
DE102013017920A1 (de) 2013-10-24 2015-04-30 Sven Klausner Verfahren zur Ermittlung der Sperrschichttemperatur eines Leistungshalbleiters mit einem Zustandsbeobachter
WO2018029309A1 (fr) * 2016-08-11 2018-02-15 Valeo Siemens Eautomotive Germany Gmbh Procédé pour faire fonctionner un convertisseur et convertisseur fonctionnant de manière correspondante
CN112481928A (zh) * 2020-12-18 2021-03-12 惠而浦（中国）股份有限公司 电机温升的控制方法及洗衣机

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CN112481928A (zh) * 2020-12-18 2021-03-12 惠而浦（中国）股份有限公司 电机温升的控制方法及洗衣机

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